Drive device of inboard and outboard engines

ABSTRACT

A drive of inboard-and-outboard engines, wherein a drive gear unit ( 10 ) meshing with driven gears ( 25, 26 ) disposed on the upper end side of a drive shaft ( 28 ) disposed generally in vertical direction is formed slidably in a direction perpendicular to the drive shaft ( 28 ), whereby the drive gear unit ( 10 ) can be operated slidably from the outside of an upper unit ( 9 ) located at the top of an outer drive unit ( 5 ) disposed inside a hull ( 1 ).

FIELD OF THE ART

The present invention relates to a drive device of aninboard-and-out-board propulsion machine to be mounted onto a boat likea yacht, especially improved in its maintenance efficiency.

BACKGROUND ART

Conventionally, there is a well-known inboard-and-outboard propulsionmachine for a boat like a yacht, such that a drive unit connected to anengine is disposed through an opening of a hull of the boat so as tomake a lower unit of the drive unit project in water, and the drive unitis provided therein with a substantially vertical drive shaft, asdisclosed in Japanese Patent Hei.1-34837, for example.

The inboard-and-outboard propulsion machine comprises an upper unitdisposed in the hull to be connected to the engine. In the upper unit isdisposed a drive gear unit for transmitting power of the engine to thedrive shaft through a clutch.

The propulsion machine is usually installed in the state that the engineis disposed in front of the drive unit. However, it is so constructedthat the upper unit can be rotated at a 180° in relation to the lowerunit for enabling the engine to be disposed behind the drive unit incorrespondence to the structure of the hull and so on, as disclosed inJapanese Utility Model Sho.62-21518, for example.

At the lower end of the drive unit projecting outwardly from the hull isprovided an oil-drain outlet from which old lubricating oil circulatedin the drive unit is drained out so as to be exchanged for newlubricating oil.

However, the drive unit must be separated from the engine because thedrive gear unit for its maintenance, because the drive gear unit, theclutch and the like are assembled together in the drive unit of theconventional propulsion machine. Therefore, the maintenance of the driveunit is complicated and it is difficult to be performed on the sea.

Furthermore, the exchange of lubricating oil in the drive unit iscomplicated because it requires the hull to be lifted so as to drain thelubricating oil from the oil-draining opening provided at the lower endof the drive unit.

Some ports or harbors are equipped with no lifting device for a boatlike a yacht, where the exchange of lubricating oil is impossible.

DISCLOSURE OF THE INVENTION

For being applied to an inboard-and-outboard propulsion machineincluding a drive unit mounted through an opening of a hull and broughtinto connection with an engine so that a lower unit serving as a lowerpart of the drive unit projects from the opening into water and a driveshaft is substantially vertically disposed in the drive unit, accordingto the present invention, a drive gear unit meshing with a follower geardisposed on an upper portion of the drive shaft is slidable inperpendicular to the drive shaft, and the drive gear unit is operablefor its sliding movement from the outside of an upper unit serving as anupper part of the drive unit disposed in the hull. Therefore, a clutchshaft and the like can be removed from the upper unit disposed in thehull for maintenance of the interior of the upper unit while the engineand the drive unit are connected with each other. In other words, whilethe engine and the drive unit are left on the hull, the maintenance canbe performed easily even on the sea.

Also, for an inboard-and-outboard propulsion machine which is similarwith the same-mentioned, according to the present invention, anoil-circulation passage for circulating lubricating oil in the driveunit and an oil-drain passage for draining lubricating oil outward fromthe drive unit communicate with each other, and an oil-drain outlet ofthe oil-drain passage is provided at an upper unit serving as an upperpart of the drive unit disposed in the hull. Therefore, the lubricatingoil to the very bottom drop in the drive unit can be drained out fromthe oil-drain outlet, thereby enhancing the efficiency of itsmaintenance. Also, the lubricating oil in the drive unit can beexchanged on the sea without lifting the boat at a port or a harbor.

Also, for a inboard-and-outboard propulsion machine which is similarwith the same-mentioned, according to the present invention, an upperunit serving as an upper part of said drive unit disposed in said hullcan be rotated for its mounting at an approximate 180° phase withrespect to said lower unit, an oil-circulation passage for circulatinglubricating oil in said drive unit and an oil-drain passage for draininglubricating oil outward from said drive unit communicate with eachother, an oil-drain outlet of said oil-drain passage is provided at saidupper unit disposed in said hull, a communication passage is disposed ata joint portion between said upper unit and said lower unit so that anupper oil-circulation passage and an upper oil-drain passage of saidupper unit are respectively brought into communication with a loweroil-circulation passage and a lower oil-drain passage through saidcommunication passage, said communication passage includes a pair ofmounting portions apart from each other at an approximate 180° phase,and a passage shutter for dividing said communication passage into twoparts is selectively mounted to one of said pair of mounting portions,thereby ensuring the communication between said upper and loweroil-circulation passages and the communication between said upper andlower oil-drain passages in whichever direction said upper unit ismounted. Therefore, whichever the upper unit is directed, lubricatingoil can be circulated through the same passages in the drive unit, anddrained from the same oil-drain outlet, thereby enhancing the efficiencyof maintenance of the drive unit so that the lubricating oil can beexchanged on the sea.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of an entire boat equipped with aninboard-and-outboard propulsion machine according to the presentinvention;

FIG. 2 is a sectional side view of a drive unit;

FIG. 3 is a side view of a housing of an upper unit and an upper casingwherein the housing of the upper unit is fixed to the upper casing;

FIG. 4 is a side view of the same wherein the housing of the upper unithas been slid toward an engine;

FIG. 5 is a sectional side view of the same wherein the housing of theupper unit is fixed to the upper casing;

FIG. 6 is a sectional side view of the same wherein the housing of theupper unit has been slid toward the engine;

FIG. 7 is a sectional side view of a joint portion between the upperunit and a lower unit;

FIG. 8 is a side view of the propulsion machine wherein the upper unitis disposed so as to arrange the engine in front of the drive unit;

FIG. 9 is a side view of the same wherein the upper unit is disposed soas to arrange the engine behind the drive unit;

FIG. 10 is a plan view of a communication passage member;

FIG. 11 is a sectional side view of a deep port of a communicationpassage;

FIG. 12 is a plan view of the communication passage member when theupper unit is mounted so as to arrange the engine in front of the driveunit;

FIG. 13 is a sectional side view of the deep port into which a plug isinserted;

FIG. 14 is a plan view of the communication passage member when theupper unit is mounted so as to arrange the engine behind the drive unit,and

FIG. 15 is a sectional side view of a portion of the drive unit where aleak detecting mechanism is structured.

BEST MODE FOR CARRYING OUT THE INVENTION

An embodiment of the present invention will be described in accordancewith accompanying drawings.

Firstly, description will be given on a general construction of a boatinstalled with an inboard-and-outboard propulsion machine according tothe present invention. As shown in FIG. 1, the propulsion machinecomprises an engine 7 fixed in a hull 1; and a drive unit 5 serving as adrive device connected to the rear end of engine 7. Drive unit 5 ismounted to an annular mount base 3 attached onto a bottom-of-hull 1 a.

Drive unit 5 comprises an upper unit 9 and a lower unit 6. Upper unit 9is disposed in hull 1 so as to be connected to engine 7. Lower unit 6projects into water from an opening 2 at bottom-of-hull 1 a. A propeller4 is rotatably provided onto the lower end of lower unit 6.

Description will now be given on drive unit 5. As shown in FIG. 2, upperunit 9 and lower unit 5 are jointed together through a joint surface 14by use of a plurality of bolts, for example.

Drive unit 5 is provided at its portion to be mounted to mount base 3with an annular first seal 15 made of diaphragm. An inner peripheralthick portion 15 a of first seal 15 is fixedly sandwiched between upperunit 9 and lower unit 6 on joint surface 14. An outer peripheral thickportion 15 b is fixedly sandwiched between mount base 3 and an annularseal flange 17.

Above first seal 15, a second seal 20 is interposed between annular sealflange 17 and an upper casing 36 of upper unit 9.

Drive unit 5 is fixedly mounted through a rubber isolator 13 to annularseal flange 17 screwed to mount base 3.

Upper unit 9 comprises a horizontally longitudinal drive shaft 23. Afront end of drive shaft 23 projects outward from upper casing 36 intoconnection with engine 7. A drive gear 24 is fixed onto the rear end ofdrive shaft 23. Drive shaft 23 is rotatably supported by a housing 11through a drive shaft bearing 21. Housing 11 is longitudinally slid ablyattached to upper casing 36.

Drive gear 24, drive shaft 23, drive shaft bearing 21 and housing 11 areassembled together, thereby serving as a drive gear unit 10.

A clutch shaft 22 is substantially vertically disposed in upper unit 9.Follower gears 25 and 26 are rotatably provided on clutch shaft 22 so asto mesh with drive gear 24. A clutch 27 is splined with clutch shaft 22between follower gears 25 and 26 so as to selectively mesh with eitherfollower gear 25 or 26.

Lower unit 6 comprises a substantially vertical drive shaft 28, which isrotatably supported by a lower casing 32. An upper end of drive shaft 28projects upwardly from lower casing 32 into detachable connection with alower end of clutch shaft 22. A bevel gear 29 is fixed onto a lower endof drive shaft 28.

Lower unit 6 is provided at its lower end portion with a longitudinalpropeller shaft 30 rotatably supported by lower casing 32.

A bevel gear 31 is fixed onto a front end of propeller shaft 30 so as tomesh with bevel gear 29. A propeller 4 is fixed onto a rear end ofpropeller shaft 30 projecting backwardly from lower casing 32.

As shown in FIG. 3, a plurality of bolts 33 mounted on housing 11 ofdrive gear unit 10 penetrate a flange 36 a of upper casing 36.

Nuts 34 are respectively screwed on bolts 33 so as to join upper casing36 and housing 11.

In this state, drive gear unit 10 is positionally fixed relative toupper casing 36. As shown in FIG. 5, drive gear 24 meshes with bothfollower gears 25 and 26.

In the state as shown in FIG. 3, if nuts 34 for joining upper casing 36and housing 11 are loosened, drive gear unit 10 becomes operable fromthe outside of upper unit 9 for its sliding movement forward from uppercasing 36.

In the resultant state, drive gear 24 has been shifted forwardly apartfrom follower gears 25 and 26. If a lid 36 b of upper casing 36 isremoved, clutch shaft 22 together with follower gears 25 and 26 andclutch 27 can be pulled out upwardly from upper casing 36.

Due to the constructions such as to enable drive gear unit 10 to slideforward from upper casing 36 and such as to enable clutch shaft 22 etal. to be upwardly pulled out, maintenance of the interiors of upperunit 9 and lower unit 6 can be performed by removal of clutch shaft 22et al. from upper unit 9. Therefore, while engine 7 and drive unit 5 areleft in the hull, it is impossible to perform the maintenance easilyeven on the sea.

As shown in FIG. 2, for the purpose of circulation of lubricating oil indrive unit 5, a lower oil-circulation passage 37 is formed in lower unit6, and an upper oil-circulation passage 39 in upper unit 9.

For draining the lubricating oil outward from drive unit 5, in lowerunit 6 is disposed an oil-drain pipe 38 serving as a lower oil-drainpassage into connection with lower oil-circulation passage 37 in thelower end portion of lower unit 6. As shown in FIG. 7, an upperoil-drain passage 44 is formed in upper unit 9. Upper oil-drain passage44 communicates with outside through an oil-drain outlet 45 formed inupper unit.

On the top of lower unit 6, that is, between lower unit 6 and upper unit9 is disposed a communication passage member 35, through which lower andupper oil-circulation passages 37 and 39 communicate with each other,and oil-drain pipe 38 and upper oil-drain passage 44 communicate witheach other.

In this regard, an upper end of lower oil-circulation passage 37communicates with a communication passage 43 as a groove formed into theupper surface of communication passage member 35 through a guide passage41 for circulated oil. Communication passage 43 further communicateswith upper oil-circulation passage 39.

Also, a top opening 38 a of oil-drain pipe 38 communicates withcommunication passage 43 through a guide passage 42 for drained oilformed in communication passage member 35. Communication passage 43further communicates with upper oil-drain passage 44.

Thus, lower oil-circulation passage 37 and upper oil-circulation passage39 communicate with each other through a communication passage 43 formedin communication passage member 35, thereby circulating lubricating oilin the whole of drive unit 5. Also, oil-drain pipe 38 and upperoil-drain passage 44 communicate with each other through communicationpassage 43, thereby draining lubricating oil to the very bottom drop indrive unit 5 from oil-drain outlet 45 formed in upper unit 9.

Due to this construction, lubricating oil in drive unit 5 can beexchanged on the sea even if the boat is lifted at a port or a harbor,thereby enhancing the maintenance efficiency of the boat.

The present propulsion machine usually installed onto a boat like ayacht so as to arrange engine 7 in front of drive unit 5, as shown inFIG. 8.

However, when a boat to which the propulsion machine is applied is usedfor some kinds of purposes or has some kinds of structures, thepropulsion machine so arranged as shown in FIG. 8 causes engine 7obstructive or the propulsion machine cannot be arranged as such.

In such cases, upper unit 9 is rotated on joint surface 14 at anapproximate 180° phase with respect to lower unit 6 so as to arrangeengine 7 behind drive unit 5 as shown in FIG. 9.

While upper unit 9 rotated at the approximate 180° phase with respect tolower unit 6 is joined with lower unit 6, the communication betweenlower and upper oil-circulation passages 37 and 39 and that betweenoil-drain pipe 38 and upper oil-drain passage 44 are ensured without anadditional oil passage or the like other than these passages.

In this regard, as shown in FIG. 10, communication passage 43 at the topsurface of communication passage member 35 is shaped into an annulargroove cut in a part. Communication passage 43 communicates with guidepassage 42 for drained oil through its one end port 43 a, and with guidepassage 41 for circulated oil through its other end port 43 b.

Additionally, as shown in FIG. 11, communication passage 43 is providedits intermediate portions with deep ports 43 c and 43 d which are deeperthan the other portions of communication passage 43. Deep ports 43 c and43 d are arranged at an approximate 180° phase from each other.

If upper unit 9 is set so as to arrange engine 7 in front of drive unit5, as shown in FIG. 12, the lower end of upper oil-drain passage 44 isdisposed into communication with communication passage 43 between endport 43 a and deep port 43 c, and the lower end of upper oil-circulationoil passage 39 is between end port 43 b and deep port 43 c.

When upper unit 9 and lower unit 6 are joined with each other, as shownin FIG. 13, a plug 46 made of elastic material is inserted into deepport 43 c so as to divide communication passage 43 into two parts.

In other words, one part of communication passage 43 in communicationwith upper oil-drain passage 44 is separated from the other part thereofin communication with upper oil-circulation passage 39 by insertion ofplug 46 serving as a passage-shutter into deep port 43 c serving as amount portion for the passage-shutter.

Due to this design, the lubricating oil to be circulated in drive unit 5can be circulated from lower oil-circulation passage 37 to upperoil-circulation passage 39 through guide passage 41 for circulated oiland communication passage 43. For draining the lubricating oil fromdrive unit 5, it can be drained out from oil-drain outlet 45 throughoil-drain pipe 38, guide passage 42 for drained oil, communicationpassage 43 and upper oil-drain passage 44.

On the other hand, in the case that upper unit 9 is rotated at theapproximate 180° phase so as to arrange engine 7 behind drive unit 5, asshown in FIG. 14, the lower end of upper oil-drain passage 44 isdisposed into communication with communication passage 43 between endport 43 a and deep port 43 d, and the lower end of upper oil-circulationpassage 39 is between end port 43 b and deep port 43 d.

In this case, when upper unit 9 and lower unit 6 are joined with eachother, plug 46 is inserted into deep port 43 d so as to dividecommunication passage 43 into one part in communication with upperoil-drain passage 44 and the other part in communication with upperoil-circulation passage 39.

Due to this design, similarly with the above-mentioned, the lubricatingoil to be circulated in drive unit 5 can be circulated from loweroil-circulation passage 37 to upper oil-circulation passage 39 throughguide passage 41 for circulated oil and communication passage 43. Fordraining the lubricating oil from drive unit 5, it can be drained outfrom oil-drain outlet 45 through oil-drain pipe 38, guide passage 42 fordrained oil, communication passage 43 and upper oil-drain passage 44.

Corresponding to either case wherein upper unit 9 is disposed so as toarrange engine 7 in front of drive unit 5 or behind drive unit 5, plug46 is inserted into selective one of deep ports 43 c and 43 d ofcommunication passage 43 so as to divide communication passage 43 intotwo parts, thereby ensuring the communication between lower and upperoil-circulation oil passages 37 and 39 and that between oil-drain pipe38 and upper oil-drain passage 44 without a passage or the like otherthan these passages.

Accordingly, whether upper unit 9 is set so as to arrange engine 7 infront of drive unit 5 or upper unit 9 is rotated at the approximate 180°phase so as to arrange engine 7 behind drive unit 5, the lubricating oilcan be circulated in drive unit 5 in similar manner, and can be drainedfrom the very same oil-drain outlet 45.

Therefore, drive unit 5 is improved in its maintenance efficiency sothat the lubricating oil can be exchanged on the sea regardless of thedirection of set upper unit 6.

Description will now be given on a leak detecting mechanism arranged ona portion of drive unit 5 which is mounted onto mount base 3.

As mentioned above, first seal 15 is interposed between drive unit 5 andmount base 3 by use of annular seal flange 17 so as to close opening 2,thereby preventing the interior of hull 1 from leaking from opening 2 ofbottom-of-hull 1 a.

Furthermore, as shown in FIG. 15, annular seal flange 17 disposed abovefirst seal 15 so as to be fixed together with inner peripheral thickportion 15 a of first seal 15 onto mount base 3 is formed with aprojection 17 a projecting toward drive unit 5. Second seal 20 isinterposed between projection 17 a and upper casing 36 of drive unit 5,thereby separating a space 48 above first seal 15 from the interior ofhull 1.

Thus, first seal 15 and second seal 20 are interposed between drive unit5 and a portion for the mounting of drive unit where mount base 3,annular seal flange 17 and the like are disposed, thereby doubly sealingbetween inside and outside of hull 1. Even if first seal 15 is damaged,the leaking is checked in space 48 so that the interior of hull 1 isprevented from leaking.

A water sensor 51 is mounted onto projection 17 a of annular seal flange17. Water sensor 51 detects water flowed into space 48. A detectingportion 51 a of water sensor 51 projects into space 48 above first seal15 and is contained in a sensor casing 52. The interior of sensor casing52 communicates with space 48 through a communication hole 52 a.

Detecting portion 51 a of water sensor 51 comprises a pair of electricconductors 51 b, for example, which have a difference of electricpotential therebetween. If both electric conductors 51 b are broughtinto contact with liquid involving any electrolyte, electricity passesbetween both electric conductors 51 b. Water sensor 51 detects theelectric current.

Due to the above-mentioned leak detecting mechanism, if leaked waterenters space 48 and sensor casing 52, electricity passes between bothelectric conductors 51 b of water sensor 51, thereby detecting theleaking in space 48.

However, if the water flowed into sensor casing 52 is fresh water or thelike involving little electrolyte, there is too little electricitypassing between two electric conductors 51 b of detecting portion 51 todetect the leaking.

Conventionally, such little electricity has been amplified by anamplifier for detecting the leaking in space 48. However, the amplifieris expensive, thereby increasing the cost of the leak detectingmechanism.

The present leak detecting mechanism in the present propulsion machineis provided with an electrolyte 53 stored in sensor casing 52 so thatleaked fresh water can be detected without an amplifier.

If a boat equipped with the present propulsion machine, while beingnavigating or anchoring on a river, a lake or the like of fresh water,leaks so that fresh water flows into space 48, the fresh water furtherflows into sensor casing 52 through communication hole 52 a. Then,electrolyte 53 stored in sensor casing 52 is dissolved into the freshwater so as to change the fresh water into electrolytic solution.Therefore, electricity passing between both electric conductors 51 b ofdetecting portion 51 a is generated enough to detect the leaking inspace 48.

If seawater is leaked into space 48 while the boat equipped with thepresent propulsion machine navigates or anchors on the sea, sufficientelectricity passes between both electric conductors 51 b of detectingportion 51 a so as to detect the seawater leaked in space 48 tillelectrolyte 53 is dissolved into the seawater.

Due to the storage of electrolyte 53 in sensor casing 52, the presentleak detecting mechanism can surely detect leaked water even if thewater is fresh water or the like involving little electrolyte, and canbe constructed at low cost.

Possibility of Industrial Usage

The drive device of an inboard-and-outboard propulsion machine accordingto the present invention, which is connected to an engine in a hull andprojects downward from a bottom of the hull into water, is suitable to apropulsion machine of a type applied to a boat like a yacht.

What is claimed is:
 1. A drive device for an inboard-and-outboardpropulsion machine, comprising: a drive unit, for connection with anengine, mounted through an opening of a hull, and having a lower partfor projecting from said hull opening into water, and having an upperpart disposed within said hull; a drive shaft substantially verticallydisposed in said drive unit; a follower gear disposed on an upperportion of said drive shaft; and, a drive gear unit, meshing with saidfollower gear, wherein said drive gear unit is slidably disposed inperpendicular to said upper portion of said drive shaft such that saiddrive gear unit is slidably shifted forwardly apart from said followergear from outside said upper part of said drive unit within said hull,for removing said drive gear unit from said drive device withoutseparating said drive gear unit from the engine.
 2. A drive device foran inboard-and-outboard propulsion machine, applied to a drive unitmounted through an opening of a hull and brought into connection with anengine so that a lower unit serving as a lower part of said drive unitprojects from said opening into water and a drive shaft is substantiallyvertically disposed in said drive unit, characterized in that an upperunit serving as an upper part of said drive unit disposed in said hullcan be rotated for its mounting at an approximate 180° phase withrespect to said lower unit, an oil-circulation passage for circulatinglubricating oil in said drive unit and an oil-drain passage for draininglubricating oil outward from said drive unit communicate with eachother, an oil-drain outlet of said oil-drain passage is provided at saidupper unit disposed in said hull, a communication passage is disposed ata joint portion between said upper unit and said lower unit so that anupper oil-circulation passage and an upper oil-drain passage of saidupper unit are respectively brought into communication with a loweroil-circulation passage and a lower oil-drain passage through saidcommunication passage, said communication passage includes a pair ofmounting portions apart from each other at an approximate 180° phase,and a passage shutter for dividing said communication passage into twoparts is selectively mounted to one of said pair of mounting portions,thereby ensuring the communication between said upper and loweroil-circulation passages and the communication between said upper andlower oil-drain passages in whichever direction said upper unit ismounted.